Intake manifold



April 3o, 1940. J. vwm

INTAKE MANIFOLD 3 Sheets-Sheet'l Filed Sept. 1, 1957 II, l

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INVENTOR, JAMES WE/ BY ATTORNEYS April 30, 1940. J. wElR INTAKE MANlFoLD 3 Sheets-Sheet 5 Filed Sept. l, 1957 a @RM m E Patented Apr. 30, 194() UNITED sTATEs PATENT oFFicE v1o claims. (o1. 123-52) .This invention relates to improvements in meansand methods for supplying fuel to the cylinders of an internal combustion engine, and more particularly to an improved intake mani- `fold therefor.

In supplying vaporized fuel to the cylinders of internal combustion engines, one of the major problems has been to supply suicient quantities of proper quality of fuel to each cylinder to pro- -lu vide a maximum power output and a smooth operating motor. Various undesirable conditions are present in the fuel supply systems for internal combustion engines; foremost among such conditions being the effect that the intermittent .l5 moving of the' fuel in the intake manifold has upon the supply to the various cylinders. Due to the cyclic flow of Vaporized fuel in the manifold undesirable eddies or pulsations are generated, giving effect to a condition commonly known as ramming, Awhich prevents kedual distributing of fuel to all the cylinders. It often occurs that when one cylinder has a proper fuel supply, another cylinder, which may. take its fuel from the same zone as a preceding cylinder, may not reh5 ceive sufficient fuel, due to the above mentioned conditions; orone cylinder may receive more than the desired amount of fuel, the result in either case being an unequal distribution. Prior attempts to cure this uneven distributing of fuel in have included supplying separate carburetors art devices, and by my improved method of dis- 4,, .tribution and manifold, I am able to provide a fuel supply where the cylinders are supplied with like quantities and quality of fuel regardless of the. engine speed and with a material increase in economy of fuel.

so Broadly the invention consists in supplying a manifold for use with a dual or duplex carburetor with the passages in the manifoldv so organized with respect to timing that the intake ports, the openings of which overlap, are supplied g5 lwith fuel from different sections of the manifold so that the suction-of fuel from one section does not undesirably affect the flow of fuel in the other sections; and whereby certain of the cylinders which might receive the different mixture being closer to the carbureting means than the other, are fed by secondary conduits which in part receive their fuel by the back pressure created in the main section of the manifold by ramming. The secondary conduits are interconnected to balance each other so that an oversupply of fuel in one section `may escape by way of the other section, all as will hereinafter more clearly appear.

In the drawings:

Fig. 1 Vis a plan view of a manifold constructed according to my invention and showing diagrammatically by dotted lines the intake Valves and cylinders of an engine of the manifold;

Fig. 2 is an elevational View of the manifold;

Figs. 3 to 7 inclusive are sectional views taken on the linesl 3 3 to 1-1 inclusive of Fig. 1;

Fig. 8 is a plan View of a modified form of my invention;

Figs. 9 and 10 are sectional views taken on the lines 9-9 Yand Ill-i0 of Fig. 8; and A Figyll is a plan view of another modification of my invention.

Referring to the drawings, throughout which like parts have been disignated by like reference characters, and more .particularly to Figs. 1 and 2, the manifold is provided with a dual downtake or riser which has ducts l and 2 opening through a flat rectangular flange 3 in the upper end adapted to be attached to the outlet of a duplex carburetor. Obviously4 two carburetors could be used in place of the duplex carburetor if desirable. The risers extend downward and terminate above a hot spot or stove having a heat Yexchange,chamber of generally rectangular formation, the lower surface of which is provided with heat exchanging ribs 5, adapted for connection with the exhaust manifold, not shown. A duct 'lwhich has a threaded opening 9 for reception of a suitable coupling is provided in the stove below the risers, and communicates with 'the bottoms' of the risers by branch ducts 8 to provide means for draining any condensed fuel whichmay accumulate in the bottoms of the risers. y 1

Each of the ducts I and 2 connects with conduits Il and I2 respectively which extend at right angles from the risers, when considered in a vertical plane and slants downward from their extremity toward the riser. The extremity of each conduit iswprovided with an inwardly ex- Lil.

tending branch such as i3 and I4 respectively, the ends of which terminate in flanges i3 and I9 adapted for connection to the inlet ports of the engine by clamps not specifically illustrated, but which are well known in the art. i and i6 of the manifold at the junction of the branches with the main conduit, are enlarged substantially as shown.

The iilustration shows particularly a manifold adapted for a six cylinder engine where the inlet ports are siamesed to provide three inlet openings disposed between cylinders 1 and 2, 3 and 4, and 5 and 6. It will be understood, hcwever, that the manifold may be readily adapted for a four port opening engine, one such construction being shown in Fig. 1l. The branch I4 l in the drawings is designed to supply fuel to cylinders Nos. l and 2, and the branch I3 supplies fuel to cylinders Nos. 5 and 6.

Secondary conduits 2l and 22 are provided, each of which leaves the main conduits lI and l2 respectively at substantially right angles thereto. The secondary conduits are offset from the risers I and 2 and extend toward the cylinder block converging together prior to engagement with the port so that their center lines meet to form asingle conduit at approximately the point 2li. The combined conduits, now a single conduit, indicated as 23, terminate in a flange 2li adapted for connection to the inlet ports for cylinders 3 and 4. Each conduit 2l and 22 inclines upward as best shown in el and 5, the purpose of the upward inclination being tovplace the outlet for the center branches of the manifold on a common center line with the outlets for the end branches (Fig. 2) which center line 25 slants downwardly from branch lll toward I3 to allow the engine to be inclined in the chassis and still maintain the carburetor and risers in vertical and level positions.

Although the branches and conduits are some curved and some inclined to provide for the beforementioned alignment of the ports, it will be understood that, should the engine be placed in the chassis so that the inlet ports extend on a horizontal plane, the conduits could also be placed horizontally; the structure of the drawings being for the purpose of illustration only and not intended to limit the invention. The various conduits mentioned are preferably circular in cross section and are preferably constructed of aluminum but may also be constructed of iron or alloys. Aluminum is to be preferred, however, because it heats up quickly and uniformly and after the engine is stopped, cools quickly.

The particular manifold illustrated is designed to operate with a six cylinder engine having a firing sequence of 1, 5, 3, 6, 2,'4. With such a manifold and with the sequence above noted, I believe the operation to be substantially as follows: Starting with the first cylinder, it takes its charge from the carburetor down through the riser 2, thence through conduit I2, and then branch lil. Cylinder No. 5, the intake Valve of which opens at approximately 120 later, takes its charge through riser i, conduit II and branch i3 in a similar manner. Cylinder No. 3 opens 120 later than cylinder No. 5 and approximately 15 after No. 1 has closed, considering that No. 1 closed after approximately 225 or 45 past bottom dead center. (Obviously this timing may vary within certain limits in particular engines). Cylinder No. 3 then opens after No'. 1 has closed and since the fuel in conduit I2 has obtained inertia, as soon as the valve in No. 1 closes, back- The corners eddies are set up within the conduit I2 and branch I4 which tends to force the fuel through branch 22 into the common branch 23 Where it is supplied to the cylinder No. 3. This eddying action is commonly known as ramming. Any over supply of fuel due to over-ramming may escape through the branch 2l into the conduit II which is feeding cylinder No. 5. Cylinder No. 5 having closed, No. 6 opens and fuel is then supplied through riser I, conduit II and branch I3. No. 3 in the meantime closing and No. 2 opening, receives its fuel from riser 2, conduit I2 and branch lll. No. 6 in the meantime has closed, No. Il then receives its fuel due to the ramming action of the fuel in branch I3 and conduit II caused by the closure of the valve port to 6, through conduits 2i and 23 where pressure may be balanced by connection with conduit 22, substantially as previously described for the operation of conduit 23.

Feeding the cylinders Nos. 3 and 4 in the manner described, permits fueling of these cylinders by the ramrning effect of the fuel flow in the end cylinders and the intercommunication between the ducts, prevents over-ramming of fuel in these cylinders and provides a fuel supply balance.

Figs. 8 to 10 inclusive show a modified arrangement of the risers, the manifold otherwise being the same as that of Figs. 1 to 3 inclusive. In Eig. 1 the riser I. is shown as being closer to the cylinder block than riser I, the risers being aligned with their axes in a vertical plane extending at right angles to the block. Fig. S shows the risers I' and 2 as having their axes in a vertical plane` parallel to the block. The risers are also provided with a jacket which contains a passage ll communicating with the top of the stove I,y which passage substantially encompasses the risers to a point spaced from the top or flange 24. Exhaust gases may be circulated through the jacket to quickly heat the riser. The amount of such heating may also be regulated thermostatically in a manner well known in the art.

Fig. 11 illustrates a modified form of the manifold of Fig. 8 particularly adapted for connection to a four intake port engine. Ihis manifold is substantially the same as that of Fig. 11 except that the branches ZI and 22 do not converge to form a single conduit but extend to the flanges 24. The branches are in communication with each other by the passage 45, which thus permits the balancing effect to be maintained in a four port manifold.

It will thus be seen that I have provided a manifold which in combination with a duplex carburetor, has substantially all the advantages of individual carburetion for each cylinder. The cylinders which might ordinarily not receive the proper mixture, receive fuel in like quantity and of like quality to the others, the ultimate result being fuel supply balance with a minimum of equipment, which balance is maintained at all engine speeds.

Having thus described my invention, I am aware that numerous and extensive departures may be made therefrom but without departing from the spirit and scope of the appended claims.

I claim:

1. In combination with a multi-cylinder internal combustion engine, a manifold for attachment to a carburetor having dual outlets comprising a pair of risers adapted for connection to said outlets, a conduit extending from each of said branches converging to form a single conduit feeding one of said intake ports.

3. In combination with a multi-cylinderinternal combustion engine having siamesed inlet ports, a manifold for attachment to a carburetor having dual outlets comprising a pair of risers adapted for connection to said outlets, the ends of said risers terminating in a distributing chamber spaced equi-distant from the ends of the engine, conduits extending laterally from each of said risers and including a main conduit for connection to an end inlet port, and a secondary conduit extending from each main conduit and merging with the other secondary conduit to form a single conduit for connecting' to the medial inlet port.

4. In combi-nation with a six cylinder internal combustion engine having three or more inlet ports and carbureting means therefor, an intake manifold adapted for the attachment of said carburetor means to said ports including a pair of risers having one end formed for connection to the carburetor, branched conduits connecting said risers and said inlet ports, each including a main conduit directly connected to a riser and connected to inlet ports at opposite ends of the engine, and secondary conduits for connection to the inlet ports at the medial portion of the engine connected in said main conduit offset `from the risers, said secondary conduits opening into each other at a point located between the junctions of said secondary conduits with said main conduits and the point of connection of said secondary conduits to the inlet ports of the engine.

5. In combination with a multi-cylinder internal combustion engine having intake ports, an intake manifold having a pair of conduits each having one end arranged to be connected to an individual carburetor and extending in opposite directions therefrom, and branches leading from said conduits to intake ports in said engine, including a branch leading from the other end of each of said conduits to an intake port and a branch leading to one intake port and opening into both of said conduits 6. In combination with a six cylinder internal combustion engine having three or more inlet ports, an intake manifold adapted to be attached to a duplex carburetor including separate risers for connection to the carburetor, a conduit extending from one of said risers having a branch for connection to an inlet port at one end of the engine, a conduit extending from the other riser having a branch for connection to an inlet port yat the opposite end of the engine, and interconnected branches `leading from saidtwo conduits for connection tothe inlet ports at the medial portion of the engine.

7. In combi-nation with a six cylinder internal combustion engine having three or more inlet ports, an intake manifold adapted to. be attached to a duplex carburetor including separate risers for connection to the carburetor, said risers being located adjacent the'medial portion of the engine, a main conduit leading from each of said risers, one kof said main conduits having a branch for connection to an inlet port at one end of the engine, the other having a branch for connection to an inlet port at the opposite end of the engine, and secondary conduits leading from said main conduits for connection to the inlet port at the medial portion of the engine, said secondary conduits being interconnected with each other.

8. In combination with a six cylinder internal combustion engine having siamesed inlet ports, an intake manifold adapted to be attached to a duplex carburetor including separate risers for connection to the carburetor located adjacent the medial portion of they engine, branched conduits extending from each of said risers, each including a main branch for connection to an inlet port at one end of the engine and a secondary branch, said secondary branches being joined together to provide a single conduit for connection to the intermediate inlet port.

9. In combination with a six cylinder engine, an intake manifold including a pair of risers connected to carbureting means, a. laterally extending passage from one of said risers connected to feed two cylinders adjacent one end of the engine, a laterally extending passage from the other of said risers connected to feed two cylinders at the other end of the engine, and branches extending from said lateral passages and joining together to form a single passage connected to feed the two center cylinders 0f the engine.

10. The combination with a six cylinder engine in which the firing order is 1, 5, 3, 4, 2, 6 having inlet ports and carbureting means therefor, of an intake manifolding system including dual risers connected with the carbureting means, a laterally extending passage extending directly from one of said risers and connected to feed two cylinders at one end of the engine, a laterally extending passage extending directly from the other of said risers and connected to feed two cylinders at the other end of said engine, and a branch from each of said lateral passages oiset from said risers, said branches being joined together so as to allow free flow of fluid therebetween and being connected to feed the two center cylinders of the engine.

JAMES WEIR.. 

